Railway signaling mechanism.



' RAILWAY SIGNALING MECHANISM.

APPLICATION FILED Win25, 1911.

Patented Sept. 10, 1912.

. 6 SHEETS-SHEET l.

June 11-10 z GHOtHMA W J. COOK.

RAILWAY SIGNALING MECHANISM.

APPLICATION FILED MAR. 25. 1911.

1,037,871. Patented Sept. 10,1912" 6 SHEETS-SHEET 2.

J. COOK RAILWAY SIGNALING MECHANISM,

APPLI/GJLTIOLV FILED MAR 191) Patented Sept. 10, 1912.

C] New wig 5 m you F06 7712.

jvww GSHBETS-SHEET 3,

W. J. COOK.

AILWAY SIGNALING MECHANISM- APPLUJAIIUN TILED MAEMZS, 1911, 1,037,871.

Patented Sept. 10, 1912.

6 SHEET$--SHEET 4.

RAILWAY SIGNALING MECHANISM.

APPLICATION FILED MAR 2'5 191). 1 .037,871. Patented Sept 10,1912,

W. J. COOK.

RAILWAY SIGNALING MECHANISM APPLICATION FILED MAR. 25, 1911.

Patented Sept. 10, 1912.

6 SHEETS-SHEET. 6

. UNITED STATES rei'rinvr "enrich.

"WILLIAM J. (300K, 0F DENVER, COLORADO, ASSIGNOR TO THE 000K RAILWAYSIGNAL CQMPANY, OF DENVER COLORADO, A CORPORATION OFCQLORADO.

Specification of Letters Patent.

Patented. Sept. 10. 1912.

Application filed March 25, 1911.. Serial No. 816,9.

To all whom it may concern:

Be it known that L WHLLIAM J. CooK, a citizen of the Unite States,residing in the city and county of Denver and State of Colorado. haveinvented certain new and useful Improvements in Railway SignalingMechanism; and I do declare the following to be a full, clear, and exactdescription of the invention, such as will enable others skilled in theart to which it-:ip 'iertains to make and use the same, reference beingbad to the accompanying drawings, and to the characters of referencemarked thereon, which form a. part of this specificai ion.

My invention relates to in'iprovcments in ailwa y signaling mechcnisu'i;but more spe- ,cificallygns illustrated in the drawing-.40

means for automatically operating signals at railway. crossings; wherebydanger signals shall be displayed as trains approach the crossing ineither direction.

My improvedconstruction embraces contacts arranged along the track andso connected-With the signal that these contacts V automatically controlcircuits in which the signaling devices are located, whereby "the dangersignal shall be displayed as the train approaches the crossing. whilethe signal shall be thrown to the safe position as the train leavesthecrossing.

It also includes means carried by the train and adapted to act uponthese contacts for the aforesaid purpose, on one side of the track,namely on the rightdiand side, the train devices being inact veinconnection with the signals on the leffidiand side of thetrade-exceptwhen the train is backing up, in which event the devicescarried by the train. will-operate the cont ct devices on the lett handside of: the trite-lit considered with reference to'thc trains forwardmovement.

Having briefly outlined lnyinipi'oved construction. i "will proceed todescribe the scone in detail, reference being made to the in'ipanyingdrawing in which is illused on embodiment thereof.

* drawing: Figure 1 is a diagrammatic w illustrating the circuitconnection with the signalsa-rranged along the track. Fig. 2 is a viewillustrating the devices for operating the signaling mechanism, the samebeing shown on a relatively large scale, the supporting post beingbroken away at the top and bottom. Fig. 3

is a similar view showing the same n1cchunis-m in different relativepositions. 4.- is n sectioniil view illustrating a portion of themechanism broken away from the top of Figs. 2 and 3. Fig. 5 is a. frog-.mentary detail view of a portion of the mechanism shown in Fig. 4, the

in different relative positions. ig. 6 is it sectional view takenthrough one of the contact devices arranged along. the track. Fig. 7 isan enlarged sectional view illus- {ierts being 4 trutiug a portion ofthe contact mechanism,

embraced in theconstruction shown in Fig. 0, the parts, however, beingillustrated on a much larger scale. This may be termed a FK lTlOH takenon the line 7 -7,- Fig. 8; Fig. 8 is a section taken on the line 8 8;Fig. T. Fig. 9 illustrates-one of the con tact devices shown inconnection with a. device carried by the train and adapted to actthereon, the train device, however, being inactive by reason of thedirection of travel of'the train as indicated by the arrow. Fig. 10 is asimilar view illustrating the same mechanism, it being assinned,hcwevenrthatthe train is traveling in the opposite direction asindicated by the itI'I'OWfthllS making the train device operative withvreference to the contact, the operating members of the latter beingaccordingly s own in the depressed position.

The same reference characters indicate the some parts in all the views.

' Let the ninnercl 5 designate, the track rails along which arearranget'l mal e-nncibreak devices 6, the said devices being locarted onopposite sides of the track, butreversely arranged; Each of these niakeandbreak devices :6 comprises at lever 'Z fulcrumed 8, its extremityremote from the fulcrum being nominallysupported in the rev ed'positionby a spiingt). Beyond the spring" is located a box it) closed by thelever 7. which constitutes a sort of housing; as

beet illustrated in Figs. 7 and 8. The hous ing feature of the leverexists by reason of the fact that the upper face thereof is providedwith depending flanges or plateslQ' which exlendfbeyond the sides 13' ofthe box It). llv irtue of this fact the housing lever structurecooperates telescopically IOU with the sides l3 of the box 10, wherebythe latter-is always; closed at the top whether the housing lever is.depressed or raised.

within the box.

This construction protects the mechanism This mechanism cons1sts of alever arm 14 t ulcrumed at 15, the short arm of the lever havlng a wristpm 16 protruding through and movable in a slot 1' branches of thecontact belli" res )eetivelv connected with electrical conductors 26 and-26. When the housing lever 7 is depressed by the action of a traindevice as hereinafter more fully explained (see Fig. 10), the link 18will be forced downwardly and the long arm of the lever 21 raised tocause its contact extremity 22 to engage a relatively long bifurcatedcontact '27 mounted in the upper part of the box 10, this contact 27being composed of two separated members insulated from the ho}: as shownat Conducturs 30 and 30 may be respectively connected with the saidmembers of the contact 2?. Attention is called to the fact, however,that when the contact "2? is connected with conductors 30 and 230respectively, the contact members are disconnected, and vice versa. Inother words. in' one form of the contact nu-chanism. namely that inwhich the conductors are shown in full lines in Figs. T and the circuitis normally closed, while in the other form of construction, namely thatin which the conductors are indicated bv dotted lines in Figs. 7 and 8,the circuit is normally broken through the til-iittfitli devices (3.

By virtue of the fact that the loo; arm 21 of the lever l-lis heavierthan its opposite arm, and by reason of the employmentof a springconnected with the long arm of the said lever (see Fig. T), the long armnormally occupies its lowermost position within the box 10. whereby itscontact 22 is in engagement with the bifur ated contact 23. lten eafterthe housing lever 7 has been depressed, the lever arm has a tendency tomore dowmvardiy from engagenlent with the contact 27 to engagement withthe contact 23. In order that this oprati n may not take pla e tooquickly after the paszaic at a train. a dash not 32 is employed, thesame being mounted in the box lfi and composed of a iinder 35 and apistcn 34. the piston being connected by a link with the long arm of thelever l-l-e The dash pot provided at the bottom of the description thepositions of the make-and break devices 6 from left-t0 right in Fig. 1will be designatedA, B and C, on the lefthand side of the track,assuming that the train is traveling toward the right, as illustrated byarrow 1 placed between the two track rails; while the positions of themake and-break devices 6 on the right-hand side 'of the track will'bedesignated D, E, and (1. Referring now to these contacts by thereterence letters which are employed to desi nate their positions only,the make-ant break device 6 in position A on the lefthand side of thetrack has the circuit therethrough normally broken by reason of the factthat the bifurcated member '27 in the box 10 hasthe circuit wires 30 and30" connected therewith, while the correspond ing'member 23 is devoid ofcircuit wires. Hence in this event, as the lever arm 21 is normally inits lowermost position, where by its contact 22 is in engagement withthe corresponding member 23, the circuit; is broken, and as thiscondition exists in'the make-and-break device 6 in position A, the

circuit will be interrupted through a por-.

tion. of the signal operating mechanism carried by the post 37, and theinterrupted circuit may be traced as follows: from the feed wire 38 (seeFig. 1), through a conductor 30, to one of} the members :28 of theContact 27 within the box 10 of the makenndbreak device in position A,and thence through the circuit wire 30 from the other member of saidcontact 27, out of the said box, and thence through the contact 30 to apoint 39, thence through a conductor 40 to a point. 41. thence throughav conductor $2 to one terminal 43 of a magnet 44 within the casing 45carried by thepost 37, thence from the opposite terminal 46 of saidmagnet through a conductor 47 to a point 48, thence through a conductor49, out of an opening 50 in said box, to a point 51 on the opposite feedwire Having thus traced the interrupted cir' cult through themake-andbreak devices in position A, it will be seen that the magnet t l13 tormally deljnergized. This same magnet it is also controlled by themake-and-brea k dexiice 6 in position G on the right-hand side of thetrack, but the circuit is also normally broken through thismake-and-hreak' device G, and the circuit may be traced through thecircuit. make-and-brcak device in the last named position as follows:Beginning with a point 53 on the feed wire 38 the current may be said topass through a conductor 30 toone of the members 28 of the contact 27 ofthe makc-and-break de' vice 6 in position G, thence through a conductor30 leading from the other member of the same contact, the current may besaid to pass (if the circuit were closedv through the make-and-breakdevice in this position), through the cond'uctor 30 to the conductor 40,and thence through the magnet 44 and to the point 51 on the feed wire 52in the same manner as heretofore explained when following the circuitthrough the make-and-break device 6 in position A The magnet 44 is alsocontrolled through the make and-break device 6' in position E on theright-hand side of the track, and i the circuit connections through themake and-break device 6 in the position E may be traced as follows:Beginning at a point56 I v on thefeed Wire 38, a conductor 57 leads to apoint 58. From this point a conductor 30 leads to one of the members ofthe contact within the box 10 of the make-and-break device 6 in positionE, and a conductor 30 leads from the other member of the same contactout of the said box, through a conductor 30 to a point 59 on theconductor 30 connected with the make-and-break device 6 in position G,after which the connections are the same asheretofore traced, and willbe readily understood. It may be here stated that normally all of thecircuit makeand-break devices with which the magnet 4A is connected havetheir circuits normally broken in the box 10 whether they are on oneside of the track or the other. V

In this description it will be assumed that the train is travelingtoward the right, referring to Fig. 1, and in this event it will'firstreach the make-and-break device 6 in position uh on' thc left-handside of the track, and a depending actuating device 60 carried by thetrain will engage the housing lever, but no result will be produced,since the depending mcn'iliei' (30 is free to swing.

away from its supporting beam 61 (see Fig.-

9) consequently the circuit, will still re" main broken through themagnet 44 of the signaling mechanism. The next make-and break device inorder that the train will reach,' is that in position D on the righthandside of the track and the depending member (30 on the right-hand side ofthe train will act upon the housing lever of this as ;illustrated inFig. 10'; since the depending incmbercannot swing away from itssupporting beam 61, but is maintained in practically a verticalposition, causing the housing lever to move downwardly. Non inally thecircuit is closed through the makeand-break device 6 in position D andthe circuit may be traced therethrough as follows: from the point 53 onthe feed wire 38,

TLABLE GOPY through the conductor 6 to the pointy 55 thence through aconductor 26 to one oi themembers 24of the contact23 within the box 10of the contact'make-and-brealr device in position C, thence'through theconductor 26 fromthe other member ofjthe contact 23 to one of themembers 2401f the contact 23 within the-box 10 of the make-and-breakdevice 6 in position I), thence through the .eont-act22 of thelever arm21 to the'othcr member of the contact 23, thence out of the casing 45 ofthe signal post 87, to the teropposite terminal 64 of said magnetthrough a conductor 65 to the conductor 4.9, and thence out of the saidcasingrto the feed wire 52 as heretofore explained. Hence the magnet63,1i3 normally energized and has a tendency to maintain its bell cranklever armaturet'tifi in comta'ct withits pole pieces -(see Fig. 2), inwhich event the arm 67 of the bell crank lever device 66 engagesweighted as shown at 69, and engages a stationary contact 70 whereby thecircuit is closed through-emote! 'Z]. and a green light 72, the circuitbeing broken through a red light 73 and a bell 74 mounted on the upperpart of the signal post, (see/Fig. 4:). Prior to the closing of thiscircuit it mustbe understood that the signal arm 7 5 was in the dangerposition or that illustrated in Figs. 1 and t, and a lug 76 on the gearwheel 77 in engagement with a movable contact arm 78, the latter in turnbeing in engagement with a stationary contact 79, the contact arm 78being retained in its'positionby a frictionspring 80 when once adjustedas illustratedi'in' Fig. 3.

order to close the circuit through'thc motor 71, it is hecessary thatthe contact arm 78 be in engagement with the stationary contact .79,since the circuit in which the motor is the feed wire 38 (see Fig. 1)through the conductor 57, into the casing t5, thence through a shortconductor 81 to the inovabl arm 78, to the contact 79, thence through aconductor 82 to the motor '71, and thence from the motor through a.conductor 83 to .a conductor 84, the circuit being completed'throi 1gh acontact 70, the arm (38 of the bell crank lever armature 66, thencethrough the conductor 49 to the feed wire 52qas heretofore explained. Atthe same time that the circuit is closed through the motor it is alsoclosed througha magnet 86, since a wire 87 leads from the conductor 82to a terminal '88 on the magnetilti while a conductor 89 leads fromtheopposite terminal box 10 through the conductor 26, into the the said pole pieces, while the arm 68 It will; he understood from an inspection ofthe di awin'g'(see Figs; 2 and 3), that in p 90 of the magnet to theconductor 83, where by the current which suppliesthe motor is minal 62of the magnetfiii; thence from the l o cated may be traced from a point56 on shunted through the said magnet simultaneously with the closingof, the motor circuit. The energizing of the magnet 86 re sults inactuating a l0\'1'lll\'0 armature at lll fulcrumed at 92, and connectedby means of a linlr J3 with a clutch 94; carried by a link 95, whoseupper extremity is pivotally connected as shown at 96, with a stationaryarm 97 carried by a shaft 98 on which is mounted a worm wheel 99operated by a. worm 100 on an armature shaft 101 of the motor 71, thesaid armatureshaft being journaled in a bearing 102.

The movement of the lever 91 into engagement with the cores of themagnet 86, serves to throw the clutch men'iber 94 into engagement with acooperating clutch member 1.03 journaled on the shaft 98 and carrying apinion 104 meshing with the gear 77 fast on a shaft 105 journaled in (heupper part of the hollow signal post (see Figs. 4 and 5.)

Upon this shaftv 105 is made fast a pulley 106 having a groovedperiphery to which is secured as shown at 107, a cable 108 Whoseopposite extremity is connected as shown at 109 with a pulley 110 faston a sham 112 ]Oll1'l'l1l8tl in the signal postas shown at 113 and withwhich the gate signal arm "('7 is connected. Hence assuming that thesignal arm is in the danger position as illustrated in Figs. 1 and t,the movement of the arm (58 of the bell crank lever armature intoengagemcnt with the contact lug 70, whereby the circuit is'closedthrough the motor 71, will result in turning the gear 77 from theposition shown in Fig. 3 to the position shown in-Fig. in which eventthe signal arm will be raised and locked in the raised position by apawl 114:, which engages'a lug 115 on the gear 77. As soon as the partshave been actuated as just explained, a lug 1113 on the gear wheel willhave moved to the position shown in Fig. 2, whereby it has engaged andactuated the contact arm 78 to separate the latter from the log 79. thecircuit being broken through the motor and the magnet 86. In this eventthe armature lever 87 drops away from the; cores of the i'nagnet 86 byvirtue of the fact that the armature 8? has .its lower; extremityweighted. and projecting aw y from the lijtgllil'. for the purpose. Thismovement of the magnet (llSCL' lillQClS the chttch members 9-1 and 103,leaving the gears 104 and 77 free to operate and the signal arm free todrop to the danger position as soon as the pawl 11-1 has been disengagedfrom its interlocking lug .15. Hence in Fig. 2 the parts are shown inthe positions which they assume after the signal arm has been raised tothe safe positi n and the CllClliL lam-ken through the motor, while inFig. 3 they are shown in the position which they occupy when the signalarm'has dropped to the denger position.

It will be understood that when the signal der to allow it to assume thedanger posi-' tion, that the normally energized magnet 63 shall hemomentarily deiingerized in order co allow the armature 66 of the magnet63 to assume the position shown in Fig. 3, whereby the arm 68 becomesdisengaged from the contact 70 and engages an adjacent contact 117. Thisis accomplished as, soon as the train reaches the ma ke-and-break device6 in position D, and in this event the,

depending device carried by the train will act upon the lever 7 todepress the same, whereby the lever 1-1 will be actuated sufiieiently todisengage the contact 22 ofthe said lever from the contact. 23 of. thecorrespending box 10, thus breaking the circuit through the magnet 63and allowing the armature 66 to drop to. the position shown in Fig. 3.As soon as this occurs the armature 118 of the magnet 44 will serve tolock the armature 66 in the position to break the circuit through themotor. As soon, however, as the train passes the make-and-break device 6in the position 1). the lever 14 will return to its normal positionunder the influence of gravityand the spring 31, its movement being onlyslightly retarded by the dash pot construction 32. Hence the magnet 63will be reie'nergized, but the armature 66 maintains its disengagedposition, since it is locked by the hook-shaped extremity 119 of thearmature 118. Hence the signal arm will remain in the danger position(see Fig. 1), until after the train has passed the signal station orcrossing, in which event the depending member 60 carried by the trainwill act. upon the lever 7 of the make-andhrcakdevice 6 in position E,to depress the 'same and close the circuit through the ma net 44. by theraising of the contact of t 1e lever 11 into engagement with the contact2? within the box 10 of the makeand-bveak device 0 in position E,sincein this particular nu.keand-break device the conductors 30 and 30 areconnected with the members 28 of the contact 27 and the circuit isnormally" broken through the magnet However, as soon as a train arrives.traveling toward the right- (see Fig. 1), the circuitwill be closedthrough the aforesaid magnet. and as the latter is energized itsarmature 118 is.

raised and the armature, 66 unlocked, allow-"3' ing the latter to movein response to the intiueiice of the magnet 63, whereby the arma ture 66assumes the position shown in Fig. 2, when the'circuit will be closedthrough the motor 71 and the magnet 86, in which event the mechanismwill be actuated to raise the signal arm, thus indicating a clear trackas soon 'as the train leaves the crossing.

'- ity 12 1 of the pawl from the lug 115', thus removingall theresistance to the movement of the signal arm to the danger position. Assoon as rhemm falls to the danger 'ositioinfthe car 77 moves to theposition 1 lustrated in and during such movement a pin 125 carried bythe gear 77 acts upon the arm 123 of the ermature 121 and throws thearmature into engagement with its magnet 1520. During this operation thearm 123 of this armature has been moved to the post tion to allow thepawl 11-1- to assume the il s locking position, wherebyits hooked'extre1nity124l is iuposition to automatically engage the lugllfi'on'.the gear 77, fee soon the said ear is actuated to raise the sin; oul armto t e safe position (see Fig. 2).

The circuit through the magnet 120 may he traced as follows: from apoint 56 on the feed wire 38, through a conductor 57, into the-casing45, thence to a point 126, whence i-t passes downwsrdly through theconductor 127 toe terminal 128 of the magnet 120,

and thence from thti opposite terminal 129 of said magnet to a point 130of a conductor .181. It will thus he seon'that the ,ciI cuit is brokenthrough the iniignet- 120 when the arm 68 is disengaged from-thestationmy contact 7 0, and it is also broken through the green light 72.The circuit may be. traced through the green light from the point 126 ofthe onductoi: 127, through a xconductor 132, which passes through. an

opening -133 in the casing 45, and a registering'opcning 184 of thehollow post 37. This conductoulilil-leads to a. point 13%, iron which aconductdr' 1315 leads to the green light 72, vhence a conductor 131leads through the registering openings 134i and 15.33, and thencedownwardly to the contact indicating that. the circuit is broken throughthe green. light simultaneously withthe breaking of the circuit throughth motor and the magnet 8(L1wtween the con tact 70 and the arm 86, ,togllolw the signal arm to fall to the danger position At the same timethat the signal arm s the danger position, the mi'fllilt is closedthrough the red or danger light 73, and the bell 74. The circuit throughthose danger signals may'bctraced as follows: from the point 135 (seeFig. 4), through a conductor 138, to the bell. 74, thence through aconductor 139, to the red light 73, thence through a.

conductor 140, to the lights 141 carried by the signal arm, thence backthrough a conductor 142, through the openings 13% and 133, and thencedown iglii'ough the same coin" (luotor to the contact 1l7. As thebalance of the circuit in both directions has been here tofore severaltimes traced, it is not consiclered neccssary,,,to-.trace said circuitbeyond. the point of beginning. 1335, and the contact last mentioned,namely 117.

In order to prevent the'sig'nal arm when the supporting mechanism isreleased, from falling too quickly to the danger position, the pulley106 is connected with a dash pot 143, the piston 144 being connected bymeans of a stem l lfiwith a wrist pin 146 attached to, the pulley beyondits center. When the signal arm is in the raised or safe position, thepiston occupies its lowermost position within the dash pot. As soon asthe signal arm starts-to fall, the necessary I rotation of the pulley.106 is retarded by the resistance otlered by. the upward movement of thepiston in the dash pot, the piston ing provided with a relatively smallaperture 147 to allow the air to enter the cylinder of the dash pot inthe rear of the piston. This retarding action prevents the suddenfalling of the signal arm and the concussion or jar on the mechanismincident thereto.

From the foregoing description "the use and operation of my improvedsignaling apparatus will be readily understood. It We assume that thesignal arm is in the safe or raised position, bein, the position.corresponding with the position of the various parts or the operatingdevices illus trated in Fig. 2, it will be desirable tor the signal armto beplaced in the danger position as the train approaches the same..ltcfer-ring to Fig. 1 and assuming that the train is approaching fromthe left and travcling toward the right, as soon as it reaches thema.ke-and-hreak device 6 in position I) on the right-hand side of thetrack, the de-' pending member (30 will act upon the lover 7 to(iUj'lI'OSH the same and break the circuit. in the box 10, bydisengaging the contact 22 from the contuct 23. This will break thecircuit througlrtho magnet (3:3 and allow the arm ()7 of the arumturoit; to move away from the magnet. 63, or to assume the position shown inFig. 3. This will break the circuit through the motor 71 and tho-mag not86, whereby the clutch connection between the Worm gearing and theoperating gears tor maintaining the signal arm in the raised positionis'brok'en. At the sometime the circuit. will be broken throu'ghthemagnet 120, whereby its armature121 is allowed to fall {paths verticalposition, this action of the armutureuacting on the pawlll lto theunlock the gear 77. In this event the signal arm. will gradually movedownwardly, resisted only by the friction of the operating mechanism,supplemented by the dash Jot mechanism 143. As soon as the arm talls tothe danger position, the pin 125 on the gear 77 will act upon thearmature 121 to throw it into engagement with the magnet 1:20, wherebythe pawl 114 is released and its hook-shaped extremity 124 allowed toassume a position to engage the lug 115 when the signal arm is raised.'l he signal arm now is in the danger position and the armature 6 of themagnet 63 is locked against moving into engagement with the cores of themagnet 63 by the armature 118 of the magnet 44, the latter beingdeenergized at this time as heretofore explained. The signal arm willnow remain in the danger position and the danger light 73 will remainlighted until the train has passed the signal station or eruss-- ing,and. after this occurs, the train will en.- coiinter themalte-aml-bi'eak device 6 in the position E and actuate the lever 14 toclose the circuit through the contact 27in the box 10, thereby closingthe circuit through the magnet 44 and disengaging the armature 118 fromthe armature ('16. whereby the arm (37 of the latter allowed to lllUV.into engagement with the cores of the magnet (33, thus closing thecircuit through the inotor, the magnet 86. and the magnet 120, wherebythe worm gear is actuated to more the gear T? in the direction of thearrow adjacent aid gear in Fig. 3, thus raising the signal arm orplacing it in the safe position as the train is leaving the crossing,the arm being locked in this position through the instrumeutality ot'the pawl 114 and the lug 115 (see Fig. 2). Thus it will be seen hat thedepending member (in arranged on opposite sides of the train are activein depressing the levers 7 of the nialre-and-breal devices (3 on therightdiand side oi the track going in either direction. for the purposeot breaking the normally closed eirenit through the magnet (32} in orderto piano the signal in the danger position. or r ug the circuit throughthe normally deiinergized magnet 44 for the pur- Jmw? of releasing thearmature (3( and allowing the latter to move into engagement with themagnet (33, whereby the circuit is broken through the danger signallight- 73 and closed through the'motor and other cooper-at ing parts forraising the signal arm to the sat position. The make-:i1nl-breal devicefor breaking the circuit through the magnet ('73 is located in advanceof the signal which is to be thrown to the danger position, while themake-and-break device for closing the circuit through the magnet 44 islocated beyond the signal station or crossin: where the signal islocated. In other words, as the train is approaching the cross ing it.serves to automatically display the danger signals by allowing the arm75 to drop, and closing the circuit through the red light 73. Thesemake-and-break devices for breaking the circuit through the magnet (53and closing it through the magnet ll, are so arranged that they displaythe danger signals forward of the train and throw the same signals tothe safe position in the rear of the train regardless of the directionin which the train is traveling. Having thus described my inventiongvhatI claim is:

1. The combination with a signal arm weighted to fall, of an electricmotor for raising the said arm, a circuit in which the motor is located,a normally energized electro-magnet whose armature is arranged to closethe motor circuit when in engagement with the magnet. trackmake-and-break devices adapted to be operated by the train formomentarily breaking the circuit through the magnet. whereby thearmature moves away from the latter and breaks the motor circuit, and anormally deiinergized electromagnet whose armature is arranged to engageand lock the armature of the normally energized magnet when the armatureof the last named magnet moves away fronrthe latter when deenergized.

.2. The combination with a signal arm weighted to fall, of an electric.motor for raising the said arm, a circuit in which the motor is located,a normally energized electro-magnet whose armature is arranged to closethe motor circuit when in engagement with the magnentrackmake-and-breakdevices adapted to be operated by the train for .i'i'iomentarilybreaking the circuit through the magnet, whereby the armature moves awayfrom the. latter and breaks the motor circuit, a normally deelnergizedelec tro-1nagnct ,whose armature. is arranged to engage and lock thearmature of the normally energized magnetwhen the armature of the lastnamed magnet moves away from the latter when deenergized, and distincttrack inake-and-break devices arranged to bev operated by the. train formomentarily closing the circuit through the normally deenergized magnet,whereby the armature of the normally energized magnet is released andallowed to move into position to close the motor circuit. 1

3. The combination with a signal arm' ture moves away from the latterand breaks the motor circuit, a normally deenergized electro-magnetwhose armature arranged to engage and lock the armature of the normallyenergized magnet when it moves away'from the latter, a gearingconnection between the motor and. the signal arm, "and an electro-magnetfor making and breaking said connection,the said magnet "being in shuntwith the motor circuit and arranged to close said connection when themagnet is energized and break the same when the magnet is deenergized.

4'. The combination with a signal arm weighted to fall, of an electricmotor for raising the said arm, a circuit in which the motor is located,a normally energizedelectro-magnet whose armature is arranged to closethe motor circuit when in engagement with the magnet, track'make-and-break devices adapted to be operated by the train" formomentarily breaking the circuit through the said magnet, whereby thearmature moves away from the latter and breaks the motor circuit, anormally de'e'nergizedclectromiagnet whose armature is arranged toengage and lock the armature of (honormally energized magnet when itmoves away from the latter, a gearing connection between the motor andthe signal area. an clectro-nmgnet for making and breaking saidconnection, the said magnet being in shunt with the motor circuit andarranged to close said connection when the magnet is energized, andbreak the same when the magnet is denergized, means independent of thegearing connection for locking the signal arm in the raised position,electromagnetic means for'releasing said locking.

device, said electromagnetic means deenergized by the movement of thearmature away from the normally energized magnet when the latteris'momentarily denergized, the said means when denergized serving torelease the said locking device.

5. The combination with a pivotally named magnet, when the armature ofthe first'named magnet moves away, from the latter when deenergized.

- In testimony whereof Iafiix my signature.

in presence of two witnesses;

' WILLIAM J. 000K;- WVitnesses HORTENSE UHLRIoH, 'F. E. BOWEN.

